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Technical Report nr 16/INCID/04
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1.11 Flight recorders
The aircraft was equipped with a CVR and a DFDR. A copy of the DFDR has
been provided to Airbus for analysis.
1.12 Information on the local of the incident
The examination of the runway showed a single mark from the contact with GOZBE,
some 5 metres long, within the normal touchdown zone and close to the
runway centre line.
The abrasion marks were parallel with the fuselage axis, showing that there was
negligible aircraft yaw at contact.
Figure 6 – Tail strike mark on runway.
Technical Report nr 16/INCID/04
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1.13 Medical and pathological information
Both pilots possessed valid medicals and indicated no restrictions on their capabilities.
There were no personal injuries to all aircraft occupants.
1.14 Fire
No fire broke out as a result of the incident.
1.15 Survival aspects
No-one was injured.
1.16 Tests and research
1.16.1 FCOM
The FCOM Bulletin from Airbus shows the corresponding tail contact angles,
with oleos fully compressed, to be 9.7° for the A321.
Figure 7 - FCOM Bulletin, from Airbus – A/C Geometry Limits
Technical Report nr 16/INCID/04
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From the geometry of the impact damage, the aircraft pitch attitude would have
been between 10° and 11° relative to the runway.
Examination of the aircraft's technical records showed no previous entry which
would have had a bearing on this incident.
1.16.2 Comments/observations regarding the F/O
The F/O was recruited as a cadet having completed basic flying training but with
no commercial experience. During his basic instrument flying training (before
joining Monarch, Piper Seneca) the emphasis was on instrument flying and landings
were rarely completed.
The F/O had experienced earlier in his Airbus training a firm nose wheel derotation
following a landing.
Type conversion training, at Monarch’s, was completed in a simulator followed
by circuit flying in the aircraft until the standard was reached. He completed 14
landings during circuit flying.
Figure 8 – Idem, ibidem – Clearance at touchdown
Technical Report nr 16/INCID/04
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The training records indicate that he was making good progress in all areas except
that he needed to improve his landing technique.
Monarch’s pilots have access to their training reports during training. The F/O
was aware that while his progress was good in most areas he still needed to improve
his landings.
The minimum requirement for completion of training for a cadet is 30 sectors with
the average being 36. This was his 27th sector on the A321 aircraft, the first sector
was flown as PNF and all further sectors as PF.
1.16.3 F/O statement
The PF stated Faro Control asked the aircraft to reduce speed for traffic separation.
The aircraft slowed down and was cleared to a 20 nm final and then a 7 nm
final. The aircraft flew to a 12 nm final to allow plenty of time for the approach to
stabilize (training). Heading mode was used to turn the aircraft onto the final approach
course for the localiser. The aircraft was established at 7 nm with flaps 2.
The visibility ahead was restricted by haze so the runway was not in sight at this
time. When established on the glide slope and the runway came in sight the visual
aspect appeared to him that the descent was steep. At 200 to 100 feet the pitch was
reduced slightly in response to being "HALF A TRIANGLE" high on the glide
slope and just before landing the glide slope pointer was central and the vertical
speed indicated 700 fpm down. At 50 feet AGL he gave a slight 'tweak' to slow
the descent and at 30 feet started the flare. The aircraft came down to a good
touchdown, he selected reverse and saw the nose pitch up. (He had planned to use
full reverse). He was not conscious of having made any aft side-stick input but
when he heard the commander say "I HAVE CONTROL" he took his hands off
the controls.
1.16.4 Crew Resource Management
The Flight Crew Operating Manual from Monarch Airlines, in the Standard Operating
Procedures – General Information section, mentions the requirement to
the PNF to call clearly “I HAVE CONTROL” if a take-over becomes necessary.
Technical Report nr 16/INCID/04
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1.17 Organizational and management information
The operator had fully complied with crew training and the pilots were qualified
to undertake the flight.
1.18 Additional information
None.
1.19 Useful or effective investigation techniques
　
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